Ground gauge changing device matched with gauge changing bogie

Abstract

The invention belongs to the technical field of gauge-changeable devices, and particularly relates to a ground gauge-changeable device matched with a gauge-changeable bogie, which comprises lateral guide rails arranged in parallel, axle box unlocking and supporting rails, centering rails and guide rails, the lateral guide rails are used for centering the bogie; the axle box unlocking and supporting rail is arranged on the inner side of the lateral guide rail and used for supporting an axle box body and unlocking wheels. The centering track is arranged on the inner side of the axle box unlocking and supporting track and used for centering wheels. The guide rails are arranged on the inner sides of the centering rails and used for guiding wheels to transversely move for rail transfer. The complexity of an existing variable gauge ground system is reduced, the variable gauge conversion efficiency of the train is improved, dynamic operation can be achieved, and energy drive is not needed.

Description

Technical Field

[0001] This invention belongs to the technical field of variable gauge devices, and particularly relates to a ground-based variable gauge device for a variable gauge bogie. Background Technology

[0002] Variable gauge bogies and their associated ground-based systems are designed to enable seamless switching between different track gauges (such as 1435mm standard gauge and 1520mm broad gauge), primarily used in multinational transport, multi-gauge countries, and international logistics hubs. Ground-based variable gauge systems typically consist of a gauge adjustment mechanism, a positioning and locking system, a drive unit (hydraulic / electric), and a control module, requiring precise coordination with the bogie's track-changing function.

[0003] The existing variable gauge scheme has the following problems: (1) Structural complexity and maintenance cost Most devices rely on multi-stage mechanical linkages (such as screw drives and gear sets), resulting in high component wear rates and requiring frequent lubrication and replacement.

[0004] Hydraulic drive systems are susceptible to oil leakage and performance degradation at extreme temperatures (such as a sharp increase in hydraulic oil viscosity below -30°C), leading to an increased failure rate.

[0005] (2) Conversion efficiency bottleneck Typical conversion times are 2-5 minutes per axle (e.g., the Russian SUW2000 system), with a total train track change taking over 15 minutes, impacting track throughput. Some mechanical locking mechanisms require static operation with the train stopped, making dynamic track changes impossible.

[0006] (3) Energy consumption and sustainability The hydraulic drive unit consumes 15-20 kWh of energy per track change (calculated for a 4-axle vehicle), and the annual power consumption in frequent operation scenarios exceeds the total load of the lighting system of a small marshalling yard. Summary of the Invention

[0007] The purpose of this invention is to provide a ground-based variable gauge device for variable gauge bogies, which reduces the complexity of existing variable gauge ground systems, improves the efficiency of train variable gauge conversion, enables dynamic operation, and does not require energy drive.

[0008] To achieve the above objectives, the present invention provides a ground-based variable gauge device for a variable gauge bogie, comprising parallel lateral guide rails, axle box unlocking and support rails, centering rails, and guide rails. The lateral guide rails are used for centering the bogie; The axle box unlocking and support rail is arranged inside the lateral guide rail and is used to support the axle box body and unlock the wheel; The centering rail is arranged inside the axle box unlocking and support rail and is used to center the wheels. The guide rail is arranged inside the centering rail and is used to guide the wheels to move laterally to change tracks.

[0009] In some embodiments, the axle box unlocking and support track includes an axle box support track and an axle box unlocking track. A support roller is provided on the axle box support track to support the axle box body, and the axle box unlocking track is used to unlock the wheel.

[0010] In some embodiments, the axle box unlocking track drives the locking device to move by changing its height in the length direction, thereby unlocking the wheel.

[0011] In some embodiments, the support rollers are arranged in multiple rows, and the axle box unlocking track is located between two rows of support rollers.

[0012] In some embodiments, the length of the lateral guide rail and the length of the axle box support rail are both greater than the distance between the first gauge rail and the second gauge rail, wherein the first gauge rail and the second gauge rail are two rails with different gauges.

[0013] In some embodiments, a centering roller is provided on the centering track, the centering roller is used to cooperate with one side of the wheel, the centering track includes a centering section with a constant width, the centering section is used to center the wheel.

[0014] In some embodiments, the guide rail includes a guide rail on which a guide roller is disposed, the guide roller being used to engage with the other side of the wheel.

[0015] In some embodiments, the centering track includes a centering transition section, the guide track includes a guide track, the guide track includes a guide section, the width of the centering transition section and the guide section changes continuously along the length direction, and the centering transition section and the guide section are respectively sandwiched on both sides of the wheel to guide the wheel to move laterally.

[0016] In some embodiments, when a vehicle travels from a first gauge rail to a second gauge rail, the width of the centering transition section gradually decreases from the direction near the centering section to the direction away from the centering section, and the width of the guide section gradually increases from the direction near the centering transition section to the direction away from the centering transition section. When the vehicle travels from the second gauge rail to the first gauge rail, the width of the centering transition section gradually increases from the direction of approaching the centering section to the direction of moving away from the centering section, and the width of the guide section gradually decreases from the direction of approaching the centering transition section to the direction of moving away from the centering transition section. The gauge of the first gauge rail is smaller than that of the second gauge rail.

[0017] In some embodiments, the guide rail includes a guide transition section with a constant width, one end of which is connected to a first gauge rail or a second gauge rail, and one end of the axle box unlocking rail extends to the guide transition section.

[0018] Compared with the prior art, the present invention can achieve the following beneficial effects: 1. This invention reduces the complexity of existing variable gauge ground systems, improves the efficiency of train variable gauge conversion, enables dynamic operation, and the ground variable gauge device does not require energy drive.

[0019] 2. By setting a lateral track, the present invention can center the bogie, so that the locking device on the bogie can smoothly cooperate with the axle box unlocking track, and can reduce the contact and collision between the wheels and the centering track, thus avoiding wheel damage.

[0020] 3. By setting a centering track, the present invention can center the wheels, reduce the contact and collision between the wheels and the guide track, and avoid wheel damage.

[0021] 4. The present invention guides the lateral movement of the wheel by means of the centering transition section of the centering track and the guiding section of the guiding track, so that the wheel assembly can move laterally stably during vehicle operation. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the bogie structure of the present invention; Figure 2 This is a schematic diagram of the structure of the present invention. Figure 3 This is a half-sectional view of the variable gauge wheelset with non-rotating axles of the present invention; Figure 4 This is a half-sectional view of a variable-gauge wheelset with non-rotating axle when the coupling cylinder of the present invention adopts a three-section structure; Figure 5 This is a perspective view of a variable-gauge wheelset with a non-rotating axle when the coupling cylinder of the present invention adopts a three-section structure; Figure 6 This is a schematic diagram showing the cooperation between the locking device and the axle box suspension device of the present invention; Figure 7 This is a schematic diagram of the locking plate of the present invention; Figure 8 This is a schematic diagram showing the cooperation between the locking device of the present invention and the variable gauge wheelset; Figure 9 This is a schematic diagram of the axle structure of the present invention; Figure 10 for Figure 9 AA section diagram; Figure 11 This is a schematic diagram of the structure of the bushing of the present invention; Figure 12 This is a schematic diagram of the movement of the locking device during a single track change of the variable gauge wheelset of the present invention; Figure 13 This is a schematic diagram of the structure of the axle box end cover of the present invention; Figure 14 This is a schematic diagram showing the cooperation between the braking device and the brake disc of the present invention; Figure 15 This is a schematic diagram of the ground gauge changing device of the present invention; Figure 16 This is a schematic diagram of the structure of the lateral guide rail of the present invention; Figure 17 This is a schematic diagram of the axle box unlocking and support track of the present invention; Figure 18 This is a schematic diagram of the structure of the centering track of the present invention; Figure 19 This is a schematic diagram showing the cooperation between the guide rail and the first gauge rail and the second gauge rail of the present invention.

[0023] Figure label: 1. Architectural components; Variable gauge wheelset 2; axle 21; limiting groove 211; coupling cylinder 22; coupling cylinder end section 221; coupling cylinder middle section 222; bushing 23; limiting ring 231; ring groove 232; notch 233; wheel 24; connecting cylinder 25; brake disc 26; Axle box suspension device 3; axle box body 31; axle box spring 32; axle box end cover 33; circular boss 331; locking device 34; locking plate 341; slot 342; plate 343; connecting ear 344; interface 345; spring 346; Braking device 4; Unit brake 41; Brake shoe 42; Lateral guide rail 5; lateral roller sleeve 51; first smooth round pin 52; Axle box unlocking and support rail 6; axle box support rail 61; axle box unlocking rail 62; support roller 63; support sleeve 64; Centering rail 7; Centering roller 71; Second smooth round pin 72; Guide rail 8; guide roller 81; third smooth round pin 82; guide rail 83; The first gauge rail is 91mm; the second gauge rail is 92mm. Detailed Implementation

[0024] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments, but these embodiments should not be construed as limiting the present invention.

[0025] like Figure 1As shown, the present invention provides a variable gauge bogie for railway vehicles, including a frame assembly 1, a variable gauge wheelset 2, an axle box suspension device 3, and a braking device 4.

[0026] like Figure 2 As shown, frame component 1 adopts an integrally welded "H"-shaped structure, which mainly bears the load and installs components such as brakes and shock absorbers.

[0027] like Figure 3 The figure shows a half-sectional view of the variable gauge wheelset 2. The variable gauge wheelset 2 includes an axle 21, on which a coupling cylinder 22 is rotatably mounted. The coupling cylinder 22 is sleeved on the axle 21 and connected to the axle 21 through rolling bearings, so that the coupling cylinder 22 can only rotate on the axle 21 and cannot move axially. Wheel assemblies are slidably connected to both ends of the coupling cylinder 22. The wheel assemblies include wheels 24, which can rotate relative to the axle 21. The wheel assemblies are slidably connected to the axle 21, so that the distance between the two wheel assemblies is adjustable. Torque is transmitted between the two wheels 24 through the coupling cylinder 22.

[0028] It is understood that since both the wheel 24 and the coupling cylinder 22 are rotatably connected relative to the axle 21, the axle 21 will not rotate with the rotation of the wheel 24. When changing tracks, the wheel assembly can move laterally on the axle 21, which reduces the wear rate between the wheel assembly and the axle 21, improves the service life of the variable gauge wheelset 2, and the two wheels 24 can change tracks simultaneously, improving the track changing efficiency. In addition, compared with the rotation of the axle 21, the wheel assembly of the present invention only bears vertical loads and does not bear alternating loads, which improves the reliability of the wheel assembly.

[0029] like Figure 3 As shown, in some embodiments, the wheel assembly includes a bushing 23, which is slidably connected to the axle 21. The wheel 24 is rotatably connected to the bushing 23 via a rolling bearing. The wheel 24 can only rotate on the bushing 23 and cannot move laterally. A limiting part is provided on the bushing 23, which can lock the distance between the two wheels 24. The bushing 23 may be a self-lubricating wear-resistant sliding bearing to reduce lateral resistance on the axle 21 and improve the service life of the bushing 23.

[0030] It is understood that the present invention separates the wheel 24 from the axle 21 through the bushing 23. The bushing 23 and the wheel 24 are rotatably connected by a rolling bearing. The wheel 24 rotates only on the bushing 23, thereby achieving that the axle 21 does not rotate. By setting a limiting part on the bushing 23, the distance between the two wheels 24 can be fixed. One or more limiting parts can be set. When a limiting part is set, multiple positioning points corresponding to the limiting part should be set on the axle box suspension device 3. When the bushing 23 moves to different positions, the limiting part can be fixed at different positioning points. When multiple limiting parts are set, only one positioning point can be set on the axle box suspension device 3. When the bushing 23 moves to different positions, different limiting parts are fixed at that positioning point.

[0031] like Figure 3 As shown, in some embodiments, multiple limiting parts are provided, and the multiple limiting parts are used to limit different track gauges. Figure 3 The diagram illustrates the two limiting parts. When the bushing 23 moves to different positions, the two limiting parts can respectively engage and be fixed with the positioning points on the axle box suspension device 3. The limiting parts can be groove-shaped, ring-shaped, or hole-shaped structures.

[0032] like Figure 3 As shown, in some embodiments, the two wheels 24 are connected to the coupling cylinder 22 via a connecting cylinder 25. One end of the connecting cylinder 25 is fixedly connected to the wheel 24 by bolts, and the other end of the connecting cylinder 25 is axially slidably connected to the coupling cylinder 22. Torque can be transmitted between the connecting cylinder 25 and the coupling cylinder 22.

[0033] Understandably, since the other end of the connecting cylinder 25 is axially slidably connected to the coupling cylinder 22, the wheel 24, the connecting cylinder 25, and the bushing 23 can move laterally together, that is, the wheel assembly moves laterally as a whole, thereby changing the distance between the two wheels 24.

[0034] like Figure 3 As shown, in some embodiments, the connecting cylinder 25 and the coupling cylinder 22 are connected by a spline.

[0035] like Figure 3 , 12 As shown, a brake disc 26 is fixedly mounted on the coupling cylinder 22. The brake disc 26 is used to cooperate with the brake device 4 on the frame assembly 1.

[0036] It is understandable that since the brake disc 26 is mounted on the coupling cylinder 22, and the coupling cylinder 22 only rotates with the wheel 24 and does not move laterally, the axial position of the coupling cylinder 22 is fixed, and the axial position of the brake disc 26 is fixed. The corresponding brake device 4 is easier to arrange and set up, and the braking state is stable.

[0037] like Figure 3As shown, the outer and inner walls of the coupling cylinder 22 need to be press-fitted with the brake disc 26 and the outer ring of the rolling bearing, respectively, which is difficult and has poor manufacturability. To improve the manufacturability of the coupling cylinder 22, such as... Figure 4 , 5 As shown, the coupling cylinder 22 is configured as a three-section structure, including a middle section 222 and two end sections 221. The brake disc 26 is located between the middle section 222 and the end sections 221. The brake disc 26 is rotatably connected to the axle 21 through rolling bearings. The two ends of the middle section 222 are respectively fixedly connected to the sides of the two brake discs 26 by bolts. One end of the end section 221 is fixedly connected to the side of the brake disc 26 by bolts. The other end of the end section 221 is connected to the connecting cylinder 25 through roller splines.

[0038] Since the bushing 23 is slidably connected to the axle 21, in order to prevent the axle box suspension device 3 from causing the entire wheel assembly to move laterally when the vehicle is subjected to a large lateral force, the axle box suspension device 3 should be locked to the axle 21. In some embodiments, a fixing part is provided on the axle 21, which is used to cooperate with the locking device 34 on the axle box suspension device 3, so that the axle box suspension device 3 is axially fixed relative to the axle 21.

[0039] like Figure 11 As shown, the limiting part includes an annular groove 232, which is formed by two limiting rings 231. The annular groove 232 is used to cooperate with the locking device 34, and a notch 233 is provided in the annular groove 232. Figure 9 , 10 As shown, the fixing part includes a limiting groove 211 formed on the axle 21. The limiting groove 211 is arranged correspondingly to the notch 233, so that the annular groove 232 and the limiting groove 211 cooperate with the locking device 34 at the same time, so that the locking device 34 locks the bushing 23 and the axle 21 at the same time. The cooperation principle between the annular groove 232 and the limiting groove 211 and the locking device 34 will be explained in detail later.

[0040] like Figure 1 As shown, the axle box suspension device 3 includes an axle box body 31, an axle box spring 32, and an axle box end cover 33. The frame assembly 1 is elastically connected to the axle box body 31 via the axle box spring 32, as shown. Figure 13 As shown, a circular boss 331 is provided on the inner side of the axle box end cover 33. One end of the axle 21 and the bushing 23 is inserted into the axle box body 31 and slidably connected to it. The circular boss 331 is used to prevent the axle 21 from moving laterally. Figure 12 The diagram shows the internal structure of the axle box 31. A vertical sliding hole is formed inside the axle box 31, and a locking device 34 is vertically slidably installed within the sliding hole. Figure 7As shown, the locking device 34 includes a locking plate 341. A slot 342 is formed at the top of the locking plate 341. The slot 342 is arc-shaped and is used to mate with the annular groove 232. A semi-circular locking plate 343 is fixedly installed in the slot 342. A U-shaped groove is formed in the middle of the locking plate 343. Figure 10 As shown, the axle 21 has two limiting grooves 211, and the cross-section of the limiting grooves 211 is also U-shaped. Therefore, the clamping plate 343 can cooperate with the axle 21 to limit the axial direction of the axle 21. That is to say, as Figure 11 As shown, due to the notch 233 provided in the annular groove 232, such as Figure 8 As shown, after the locking plate 341 is inserted into the annular groove 232, the clamping plate 343 passes through the notch 233 and cooperates with the limiting groove 211 of the axle 21, so that the locking plate 341 simultaneously axially limits the axle 21 and the bushing 23, preventing the axle box 31 from driving the wheel assembly to move laterally when the vehicle is subjected to a large lateral force.

[0041] like Figure 7 , 8 As shown, connecting ears 344 are fixedly provided on both sides of the locking plate 341, such as... Figure 6 As shown, a spring 346 is provided between the connecting lug 344 and the axle box 31. One end of the spring 346 is fixedly connected to the connecting lug 344, and the other end of the spring 346 is sleeved on the guide post on the axle box 31 and abuts against the axle box 31. Figure 6 , 7 As shown, two L-shaped connecting blocks are fixedly installed on both sides of the locking plate 341 near the bottom. The connecting blocks extend downwards from the axle box 31. The two L-shaped connecting blocks are arranged symmetrically, and a square groove with a bottom opening is formed between the two L-shaped connecting blocks, namely the interface 345. The interface 345 is used to cooperate with the ground gauge changing device.

[0042] Understandably, under the action of spring 346, locking plate 341 simultaneously axially restricts axle 21 and bushing 23, ensuring the stability of the vehicle during operation. When track changing is required, interface 345 cooperates with ground track gauge changing device, which pulls down locking plate 341, causing the upper end of locking plate 341 to leave annular groove 232, unlocking axle 21 and bushing 23. At this time, bushing 23 can slide on axle 21, while axle 21 is restricted by the circular boss 331 of axle box end cover 33, preventing axle 21 from moving laterally.

[0043] Braking device 4 is fixedly mounted on frame component 1. It can be a clamp-type brake or a tread-type unit brake, such as... Figure 14 As shown, the braking device 4 includes a unit brake 41 and a brake shoe 42. The brake shoe 42 cooperates with the brake disc 26 to apply tread braking.

[0044] like Figure 15As shown, the ground-based variable gauge device includes a lateral guide rail 5, an axle box unlocking and support rail 6, a centering rail 7, and a guide rail 8 arranged in parallel. The distance between the lateral guide rail 5, the axle box unlocking and support rail 6, the centering rail 7, and the guide rail 8 and the first gauge rail 91 and the second gauge rail 92 gradually decreases, that is, the lateral guide rail 5 is located on the outermost side, and the guide rail 8 is located on the innermost side. The gauge of the two first gauge rails 91 is 1435mm, and the gauge of the two second gauge rails 92 is 1520mm.

[0045] like Figure 16 As shown, the lateral guide rail 5 is fixed to the ground, and multiple lateral rollers 51 are installed on the inner side of the lateral guide rail 5. The lateral rollers 51 are rotatably connected to the lateral guide rail 5 through the first smooth round pin 52.

[0046] like Figure 17 As shown, the axle box unlocking and support track 6 includes an axle box support track 61, which is fixed to the ground. Two rows of support rollers 64 are provided on the axle box support track 61. The support rollers 64 are rotatably connected to the axle box support track 61 through support rollers 63. An axle box unlocking track 62 is provided between the two rows of support rollers 64. A gap is provided between the axle box unlocking track 62 and the two rows of support rollers 64. The axle box unlocking track 62 is fixedly connected to the axle box support track 61. The axle box unlocking track 62 is used to cooperate with the interface 345 at the lower end of the locking plate 341. The shape of the axle box unlocking track 62 and the interface 345 at the lower end of the locking plate 341 can be set according to actual needs. In this invention, the axle box unlocking track 62 is T-shaped. The height of the axle box unlocking track 62 decreases from the first gauge rail 91 to the second gauge rail 92 and then becomes parallel to the ground, so that as the vehicle moves forward, the locking plate 341 is pulled down by the second gauge rail 92, unlocking the bushing 23.

[0047] The length of the lateral guide rail 5 and the length of the axle box support rail 61 are both greater than the end spacing of the first gauge rail 91 and the second gauge rail 92. The end spacing of the first gauge rail 91 and the second gauge rail 92 is the vertical distance between the end face of the first gauge rail 91 near the second gauge rail 92 and the end face of the second gauge rail 92 near the first gauge rail 91. The length of the lateral guide rail 5 is greater than the length of the axle box support rail 61.

[0048] Understandably, the bogie can be aligned via the lateral guide rail 5, so that the joint of the locking plate 341 on the bogie is aligned with the axle box unlocking rail 62, reducing the contact and collision between the locking plate 341 and the axle box unlocking rail 62, and allowing the joint of the locking plate 341 and the axle box unlocking rail 62 to be smoothly connected.

[0049] like Figure 18As shown, the centering track 7 is fixedly installed on the inner side of the axle box support track 61. The centering track 7 is perpendicular to the inner side of the axle box support track 61. A centering roller 71 is provided on the centering track 7. The centering roller 71 is rotatably connected to the centering track 7 through a second smooth round pin 72. The second smooth round pin 72 is perpendicular to the ground. The centering track 7 includes a centering section and a centering transition section. The centering section is arranged close to the first gauge rail 91, and the centering transition section is arranged close to the second gauge rail 92. The width of the centering section remains unchanged, and the width of the centering transition section gradually decreases from the direction close to the centering section to the direction away from the centering section.

[0050] It should be noted that the center section is used to center the wheel 24, reduce the contact and collision between the wheel 24 and the guide rail 8, avoid damage to the wheel 24 and affect driving safety.

[0051] like Figure 19 As shown, the two ends of the guide rail 8 are fixedly connected to the first gauge rail 91 and the second gauge rail 92, respectively. The guide rail 8 is fixed to the ground. A guide rail 83 is fixedly installed on the outer side of the guide rail 8. The end of the guide rail 83 closest to the first gauge rail 91 is spaced apart from the first gauge rail 91. The end of the guide rail 83 furthest from the first gauge rail 91 is fixedly connected to the end face of the second gauge rail 92. A guide sleeve 81 is installed on the guide rail 83. The guide sleeve 81 is connected to the guide rail 83 via a third smooth round pin 82. 3. Rotary connection, the third smooth pin 82 is perpendicular to the ground, the guide rail 83 includes a guide section and a guide transition section. The guide section is arranged close to the first gauge rail 91, and the guide transition section is arranged away from the first gauge rail 91. The width of the guide section gradually increases from the end close to the first gauge rail 91 to the end away from the first gauge rail 91. The width of the guide transition section remains unchanged. The centering transition section and the guide section work together to act on the wheel 24, so that when the wheel 24 just begins to change its wheel gauge, the wheel 24 is sandwiched between the centering transition section and the guide section.

[0052] One end of the axle box unlocking track 62 extends to the guide transition section. After the wheel 24 completes the change of wheel track, the locking plate 341 disengages from the axle box unlocking track 62 and relocks the wheel 24 and the axle 21.

[0053] It should be noted that the guide transition section can be used to continuously center the wheel 24, so that the wheel 24 can smoothly enter the second gauge rail 92, reducing the contact and collision between the wheel 24 and the second gauge rail 92.

[0054] The working principle of this ground gauge changing device in conjunction with the vehicle is as follows: When the vehicle enters the ground gauge changer from the first gauge rail 91 (1435mm gauge), the lateral guide rail 5 contacts the axle box suspension device 3 of the vehicle, and the bogie is laterally aligned; at this time, the locking device 34 is in position. Figure 12In state (a), locking device 34 locks bushing 23 and axle 21; After the vehicle reaches the axle box unlocking rail 62, the axle box unlocking rail 62 is inserted into the interface 345 at the lower end of the locking plate 341, and the wheel assembly is unlocked; at this time, the locking device 34 is in position. Figure 12 In state (b), the locking device 34 is pulled down, unlocking the bushing 23; After the vehicle reaches the centering track 7, the wheel assembly is unlocked, the centering track 7 centers the wheel 24, the wheel 24 is removed from the first gauge rail 91 and suspended in the air, and the axle box 31 contacts the support roller 64. After the vehicle reaches the guide rail 83, the centering transition section of the centering rail 7 and the front section of the guide section of the guide rail 83 together begin to guide the wheels 24 to move laterally outward, as shown. Figure 12 As shown in (c) and (d), at this time, bushing 23 moves towards axle box end cover 33. After the vehicle enters the guide transition section of guide rail 83, interface 345 at the lower end of locking plate 341 disengages from axle box unlocking rail 62, as shown in (c) and (d). Figure 12 As shown in (e), the locking plate 341 is reinserted into the annular groove 232 of the bushing 23 and the limiting groove 211 of the axle 21 to laterally limit the wheel 24 and the axle 21. After the vehicle travels to the second gauge rail 92 (1520mm gauge), it leaves the guide rail 8, the wheel 24 lands on the second gauge rail 92, and the axle box 31 disengages from the support roller 64. At this time, the gauge change action is completed.

[0055] It should be noted that this invention only illustrates the conversion from 1435mm gauge track to 1520mm gauge track. The principle and structure of the conversion from 1520mm gauge track to 1435mm gauge track are the same.

[0056] The ground gauge changing device has a simple structure, which reduces the complexity of existing ground gauge changing systems, improves the efficiency of train gauge changing, enables dynamic operation, and does not require energy drive.

[0057] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A ground-based variable gauge device for a variable gauge bogie, characterized in that, Includes parallel side guide rails (5), axle box unlocking and support rails (6), centering rails (7), and guide rails (8); The lateral guide rail (5) is used for centering the bogie; The axle box unlocking and support rail (6) is arranged inside the side guide rail (5) to support the axle box body (31) and unlock the wheel (24); The centering rail (7) is arranged inside the axle box unlocking and support rail (6) and is used to center the wheel (24); The guide rail (8) is arranged inside the centering rail (7) to guide the wheel (24) to move laterally for track change.

2. The variable gauge bogie ground variable gauge device according to claim 1, characterized in that, The axle box unlocking and support track (6) includes an axle box support track (61) and an axle box unlocking track (62). A support roller (64) is provided on the axle box support track (61). The support roller (64) is used to support the axle box body (31). The axle box unlocking track (62) is used to unlock the wheel (24).

3. The variable gauge bogie ground variable gauge device according to claim 2, characterized in that, The axle box unlocking track (62) drives the locking device (34) to move by changing its height in the length direction, thereby unlocking the wheel (24).

4. The ground-based variable gauge device for a variable gauge bogie according to claim 2, characterized in that, The support rollers (64) are arranged in multiple rows, and the axle box unlocking track (62) is located between two rows of support rollers (64).

5. The variable gauge bogie ground variable gauge device according to claim 2, characterized in that, The length of the lateral guide rail (5) and the length of the axle box support rail (61) are both greater than the distance between the first gauge rail (91) and the second gauge rail (92). The first gauge rail (91) and the second gauge rail (92) are two rails with different gauges.

6. The ground-based variable gauge device for a variable gauge bogie according to claim 1, characterized in that, The centering track (7) is provided with a centering sleeve (71), which is used to cooperate with one side of the wheel (24). The centering track (7) includes a centering section with a constant width, which is used to center the wheel (24).

7. The variable gauge bogie matching ground variable gauge device according to claim 6, characterized in that, The guide rail (8) includes a guide rail (83) on which a guide roller (81) is provided, the guide roller (81) being used to engage with the other side of the wheel (24).

8. The variable gauge bogie ground variable gauge device according to any one of claims 1 to 7, characterized in that, The centering track (7) includes a centering transition section, the guide track (8) includes a guide track (83), the guide track (83) includes a guide section, the width of the centering transition section and the guide section changes continuously along the length direction, and the centering transition section and the guide section are respectively sandwiched on both sides of the wheel (24) to guide the wheel (24) to move laterally.

9. The ground-based variable gauge device for a variable gauge bogie according to claim 8, characterized in that, When the vehicle travels from the first gauge rail (91) to the second gauge rail (92), the width of the centering transition section gradually decreases from the direction close to the centering section to the direction away from the centering section, and the width of the guide section gradually increases from the direction close to the centering transition section to the direction away from the centering transition section. When the vehicle travels from the second gauge rail (92) to the first gauge rail (91), the width of the centering transition section gradually increases from the direction close to the centering section to the direction away from the centering section, and the width of the guide section gradually decreases from the direction close to the centering transition section to the direction away from the centering transition section. Among them, the gauge of the first gauge rail (91) is smaller than that of the second gauge rail (92).

10. The variable gauge bogie matching ground variable gauge device according to claim 2, characterized in that, The guide rail (83) includes a guide transition section with a constant width. One end of the guide transition section is connected to a first gauge rail (91) or a second gauge rail (92). One end of the axle box unlocking rail (62) extends to the guide transition section.

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